Door weatherstrip

Abstract

To provide a door weather strip for a motor vehicle which inhibits a door frame of a motor vehicle door from being suctioned to the outer side in a vehicle width direction by a pressure difference caused between the interior and the exterior of the motor vehicle when the motor vehicle travels at high speed.MEANS FOR SOLVING THE PROBLEM: A door weather strip 10 includes: an attachment base part 21 attached to a door frame or a door molding; and a seal lip 22 configured to come into contact with a vehicle body opening peripheral edge 6 when a door 1 is closed. At a vehicle body opening peripheral edge 6 side of a tip 22a of the seal lip 22, a protruding part 23 configured to come into contact with the vehicle body opening peripheral edge 6 when the door 1 is closed is formed. In the seal lip 22, a hard part 70 harder than a material forming the seal lip 22 is formed extending from an area below the protruding part 23 to a root 22b side of the seal lip 22.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a door weather strip that is attached to the outer periphery of a door frame of an automobile, for example. [Background technology]

[0002] For example, as shown in FIG. 9, a door weatherstrip 100 is attached to a door frame 201 and a door molding 600.

[0003] The door weatherstrip 100 is composed of an exterior weatherstrip 200, an interior weatherstrip 300, and a weatherstrip connecting portion 400. The exterior weatherstrip 200 is composed of an exterior mounting base 210 and an exterior seal portion 220 (seal lip). A protrusion 230 is formed at the tip 220a of the exterior seal portion 220 on the inside (interior side) in the vehicle width direction. When the door is closed, the protrusion 230 abuts against a vehicle body opening periphery 601, and the root portion 220b of the exterior seal portion 220 deforms toward the exterior mounting base 210, closing the gap between the vehicle body opening periphery 601 and the tip of the door molding 600. Because the exterior seal portion 220 is lip-shaped, it is easily deformed, which reduces the force required to close the door (see, for example, Patent Document 1).

[0004] When a car is traveling at high speed, the pressure on the exterior side of the door becomes significantly lower than the pressure on the interior side, and this pressure difference causes a force F1 in the direction of being sucked out toward the exterior of the car, as shown in Figure 9, to be generated in door frame 201 and door molding 600. At that time, a reaction force F2 is generated in the direction toward the interior of the car between vehicle body opening periphery 601 and exterior seal portion 220 (convex portion 230) that is in elastic contact with vehicle body opening periphery 601.

[0005] However, because the exterior seal portion 220 is lip-shaped and easily deformed, when F1 increases, the exterior seal portion 220 bends and deforms into a large arc as shown in Figure 9, and as a result, the door frame 201 and the door molding 600 move in the direction of arrow A. This movement of the door frame 201 and the door molding 600 toward the exterior of the vehicle, i.e., the phenomenon of them being sucked out toward the exterior of the vehicle, reduces sound insulation.

[0006] As a measure to prevent the door frame 201 from being sucked out, for example, Patent Document 2 describes the following technique. As shown in Fig. 10, a hard portion 700 made of a solid EPDM material that is harder than the EPDM sponge material that constitutes the seal lip 220 is formed on the inner side in the vehicle width direction (inside the vehicle) of the seal lip 220 of the door weatherstrip 100.

[0007] The hard portion 700 is formed from the root portion 220b of the seal lip 220 to a position slightly below the central portion, that is, exposed on the vehicle interior side of the portion where the seal lip 220 in FIG. 9 is bent and deformed into a large arc shape.

[0008] By forming the hard portion 700 within the seal lip 220, when a force F1 is generated on the door frame 201 in the outward direction of the vehicle width due to the pressure difference between the inside and outside of the vehicle while the vehicle is traveling, the hard portion 550 formed within the seal lip 220 can prevent the seal lip 220 from bending more than a certain amount, so that the reaction force F2 in the inward direction of the vehicle width (inside the vehicle) generated between the seal lip 220 (convex portion 230) and the periphery 601 of the vehicle opening can be made equal to or close to F1. As a result, the door frame 201 can be prevented from being sucked out to the outside of the vehicle, thereby improving sound insulation during high-speed driving. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-36602 [Patent Document 2] Japanese Patent Application Publication No. 2022-48478 Summary of the Invention [Problem to be solved by the invention]

[0010] However, in the technology of Patent Document 2, the seal lip 220 including the protrusion 230 other than the portion where the hard portion 700 is formed, particularly the tip portion 220a side of the seal lip 220, is still prone to bending, so when a force F1 toward the outside in the vehicle width direction (toward the vehicle exterior) is generated on the door frame 201 due to the pressure difference between the inside and outside of the vehicle while the vehicle is traveling at high speed, the tip portion 220a side bends, and it takes time for the hard portion 700 to exert its effect and for the reaction force F2 to become equal to or approach F1. As a result, during that time, the door frame 201 is sucked outward.

[0011] 11(a), when the reaction force F2 is generated, the protrusion 230 rotates and deforms toward the root portion 220b in the direction of the solid arrow Y, and the portion of the protrusion 230 that has been in contact with the vehicle body opening peripheral edge 601 expands to the region from the protrusion 230 to the tip portion 220a, increasing the contact area with the vehicle body opening peripheral edge 601 and increasing the reaction force F2. However, when the reaction force F2 exceeds a certain value, a phenomenon occurs in which the protrusion 230 bends at the base Z on the root portion 220b side of the seal lip 220, as shown in FIG. 11(b). This bending phenomenon prevents the reaction force F2 from increasing, and together with the deflection of the tip portion 220a side of the seal lip 220, makes the effect of the hard portion 700 insufficient. [Means for solving the problem]

[0012] The present invention aims to provide a door weatherstrip for an automobile that can further prevent the door frame of an automobile door from being sucked out to the outside of the vehicle due to the pressure difference between the inside and outside of the vehicle when the automobile is traveling at high speed.

[0013] In order to solve the above problems, the present invention of claim 1 provides a door weatherstrip that seals between an automobile door and a periphery of a vehicle body opening and is attached to the outer periphery of the door frame of the door, the door weatherstrip having an attachment base that is attached to the door frame or door molding and a seal lip that abuts against the periphery of the vehicle body opening when the door is closed, and a protrusion that abuts against the periphery of the vehicle body opening when the door is closed is formed on the tip of the seal lip on the side of the periphery of the vehicle body opening, and the seal lip has a hard portion that is harder than the material that constitutes the seal lip, and the protrusion From the base of the seal lip to the tip of the seal lip This door weatherstrip is characterized by being formed so as to extend toward the root portion of the seal lip.

[0014] In the present invention of claim 1, the door weatherstrip comprises an attachment base portion attached to the door frame or door molding, and a seal lip that abuts against the periphery of the opening in the vehicle body when the door is closed, and a protrusion is formed on the edge of the opening in the vehicle body at the tip of the seal lip, and the protrusion is made of a material harder than the material constituting the seal lip. From the base of the seal lip to the tip of the seal lip Since it is formed to extend toward the base of the seal lip, firstly, when a force F1 toward the outside in the vehicle width direction (toward the vehicle exterior) is generated on the door frame due to the pressure difference between the inside and outside of the vehicle when the vehicle is traveling at high speed, the deflection of the tip of the seal lip is reduced, and the time required to make the reaction force F2 toward the inside in the vehicle width direction (toward the vehicle interior) equal to or approach the force F1 in the direction of being sucked out toward the vehicle exterior can be shortened.

[0015] Second, the hard part is From the base of the seal lip to the tip of the seal lip Therefore, even if the reaction force F2 increases, the protrusion can be prevented from bending at the base of the seal lip on the root side, and the reaction force F2 can be made equal to or close to F1, thereby preventing the door frame from being sucked out to the outside of the vehicle.

[0016] The present invention of claim 2 is a door weatherstrip in which, in the invention of claim 1, the hard portion is not formed in a portion where the seal lip is significantly deformed when the door is opened or closed, or is formed thinner than the tip end of the seal lip.

[0017] By forming the hard portion so that it extends from the lower region of the convex portion toward the base of the seal lip, the deflection of the tip of the seal lip is reduced and bending deformation of the convex portion is prevented, thereby increasing the reaction force F2. However, if the hard portion is formed so that it extends close to the base of the seal lip, the seal lip will not bend easily when the door is closed, which increases the resistance when closing the door and makes it difficult to close the door.

[0018] In the present invention of claim 2, the hard portion is not formed in a portion where the seal lip is significantly deformed when the door is opened or closed, or is formed thinner than the tip end of the seal lip, so that the door can be prevented from becoming difficult to close while maintaining the effect of the hard portion.

[0019] The present invention of claim 3 is a door weatherstrip according to claim 1 or 2, wherein the hard portion extends on the tip side of the seal lip toward the tip of the seal lip and also toward the vehicle exterior side of the seal lip.

[0020] In the present invention of claim 3, the hard portion is formed on the tip side of the seal lip so as to extend in the direction of the tip of the seal lip and also in the direction of the seal lip toward the vehicle exterior. In other words, in the region below the convex portion of the seal lip, the hard portion is thickened so that it protrudes more toward the vehicle exterior than in the direction of the tip of the seal lip. Therefore, firstly, the deflection of the tip of the seal lip is further reduced, and the hard portion can shorten the time required for the reaction force F2 to be equal to or approach F1.

[0021] Secondly, by making the hard portion thick so that it protrudes outward from the tip of the seal lip toward the outside of the vehicle, the hard portion is not formed in a portion where the seal lip deforms significantly when the door is opened or closed, or even if it is formed thinner than the tip of the seal lip, it is possible to prevent the door from becoming difficult to close while maintaining the effect of the hard portion.

[0022] The present invention of claim 4 is a door weatherstrip that seals between an automobile door and the periphery of a vehicle body opening and is attached to the outer periphery of the door frame of the door, the door weatherstrip having an attachment base that is attached to the door frame or door molding and a seal lip that abuts against the periphery of the vehicle body opening when the door is closed, and a convex portion that abuts against the periphery of the vehicle body opening when the door is closed is formed on the vehicle body opening periphery side of the tip of the seal lip, and the seal lip has a hard portion that is harder than the material that makes up the seal lip, including the convex portion and the vicinity of the base of the convex portion on the base side of the seal lip, and that crosses the seal lip in the direction of the tip of the seal lip and is formed in an area from the inside to the outside of the vehicle.

[0023] According to the fourth aspect of the present invention, the seal lip includes a hard portion that is harder than the material of the seal lip and that extends across the seal lip from the vehicle interior side to the vehicle exterior side, including the protrusion and the vicinity of the base of the seal lip on the protrusion side, extending across the seal lip toward the tip of the seal lip, and extending from the vehicle interior side to the vehicle exterior side. The hard portion significantly reduces the amount of deflection of the tip of the seal lip, shortening the time it takes to make the reaction force F2 equal to or approach F1. Furthermore, because the tip of the seal lip is formed of a hard portion including the protrusion, even when the seal lip is deflected from the root side of the hard portion, the reaction force F2 can be made equal to or approach F1. As a result, the door frame can be prevented from being sucked out toward the vehicle exterior.

[0024] The present invention of claim 5 is a door weather strip according to the invention of claim 4, wherein the hard portion is formed by extending toward the root portion of the seal lip.

[0025] In the present invention of claim 5, the hard portion is formed extending toward the root side of the seal lip, so that deflection of the seal lip can be suppressed, and the hard portion can make the reaction force F2 equal to or close to F1. [Effects of the Invention]

[0026] A door weatherstrip that seals between an automobile door and the periphery of an opening in the vehicle body and is attached to the outer periphery of the door frame of the door, the door weatherstrip having an attachment base that is attached to the door frame or door molding and a seal lip that abuts against the periphery of the opening in the vehicle body when the door is closed, and a protrusion that abuts against the periphery of the opening in the vehicle body when the door is closed is formed on the tip of the seal lip on the side of the opening in the vehicle body, and a hard portion that is harder than the material that makes up the seal lip is formed by extending from the lower region of the protrusion toward the base of the seal lip. Therefore, firstly, when a force F1 is generated on the door frame outward in the vehicle width direction (toward the vehicle exterior) due to the pressure difference between the inside and outside of the vehicle when the automobile is traveling at high speed, the tip of the seal lip is less deflected, and the time required for the reaction force F2 inward in the vehicle width direction (toward the vehicle interior) to be equal to or approach the force F1 in the direction of being sucked outward to the vehicle exterior can be shortened.

[0027] Second, because the hard portion is also present in the area below the protrusion, even if the reaction force F2 increases, the protrusion can be prevented from bending at the base of the seal lip on the root side, making the reaction force F2 equal to or close to F1, thereby preventing the door frame from being sucked out to the outside of the vehicle. [Brief explanation of the drawings]

[0028] [Figure 1] 1 is a side view of a car door used in an embodiment of the present invention. [Figure 2] 1 is a plan view of the entire door weatherstrip used in an embodiment of the present invention. [Figure 3] 2A and 2B are cross-sectional views of the door weatherstrip used in the first embodiment of the present invention taken along line AA in FIG. 1, where (a) is an overall view of the door weatherstrip, and (b) is an enlarged view of part X in (a). [Figure 4] 4 is a graph showing the relationship between the amount of displacement and the load, comparing the first embodiment of the present invention with the conventional example. [Figure 5] 2 is a cross-sectional view taken along line AA in FIG. 1 of a door weatherstrip used in a second embodiment of the present invention. [Figure 6] 1A and 1B are cross-sectional views of a door weatherstrip used in a third embodiment of the present invention taken along line AA in FIG. 1, where (a) is an overall view of the door weatherstrip, and (b) is an enlarged view of part X in (a). [Figure 7] 1A and 1B are cross-sectional views of a door weatherstrip used in a fourth embodiment of the present invention taken along line AA in FIG. 1, where (a) is an overall view of the door weatherstrip, and (b) is an enlarged view of part X in (a). [Figure 8] 10A and 10B are cross-sectional views of a door weatherstrip used in a fifth embodiment of the present invention taken along line AA in FIG. 1, where (a) is an overall view of the door weatherstrip, and (b) is an enlarged view of part X in (a). [Figure 9] FIG. 2 is a cross-sectional view of a conventional door weatherstrip taken along line AA in FIG. 1 (Patent Document 1). [Figure 10] FIG. 2 is a cross-sectional view of a conventional door weatherstrip taken along line AA in FIG. 1 (Patent Document 2). [Figure 11] In FIG. 10, (a) is a diagram showing the behavior when a force acts in the suction direction during high-speed driving, and (b) is a diagram showing the behavior when F2 is increased compared to (a). DETAILED DESCRIPTION OF THE INVENTION

[0029] Fig. 1 is a side view of an automobile. As shown in Fig. 1, a door frame 2 is provided on the outer periphery of the upper part of the automobile door 1 on both the front and rear sides, and a door weatherstrip 10 is attached to the outer periphery of the door frame 2 to seal the gap between the door 1 and the periphery of the opening in the vehicle body 6 (Fig. 3).

[0030] 2, in the door weatherstrip 10, an upper edge portion 11 and a vertical edge portion 13 corresponding to the upper edge and vertical edge of the door frame 2 are formed long by extrusion molding, and corner portions 12 corresponding to corner portions of the door frame 2 are formed by connecting the upper edge portion 11 and the vertical edge portion 13 and molding. Note that the present invention relates to the upper edge portion 11 of the door weatherstrip 10. Also, although this embodiment describes the left front door, it is also applicable to the right front door and both rear doors.

[0031] A first embodiment of the present invention will be described with reference to Fig. 3. Fig. 3(a) shows the entire door weatherstrip 10, and Fig. 3(b) is an enlarged view of the X portion in Fig. 3(a). In this first embodiment, the door frame 2 to which the door weatherstrip 10 is attached is of the so-called hidden type. As shown in Fig. 3(a), this hidden type door frame 2 has a narrow tip on the vehicle exterior side, which is covered by a door molding 60 attached to the outer periphery of the door frame 2 and is configured so that it cannot be seen from outside the vehicle.

[0032] The door molding 60 is formed continuously from a molding portion 61 and a retainer portion 62. The molding portion 61 and the retainer portion 62 may be formed separately. The door molding 60 has the retainer portion 62 fixed to the door frame 2 with rivets, clips, screws, etc.

[0033] The molding portion 61 has a predetermined width so as to cover the leading end of the door frame 2, and its lower end is bent in a hairpin shape. A glass run (not shown) is sandwiched and held between this hairpin-shaped bent portion and the inner surface of the door frame 2. Meanwhile, its upper end is also bent in a hairpin shape and continues to the retainer portion 62. The molding portion 61 and the retainer portion 62 are formed by bending a single sheet of metal such as stainless steel.

[0034] The cross section of the retainer portion 62 is formed into a wide U-shape with a widened bottom. The tip portion of the retainer portion 62 on the vehicle interior side is bent into a hairpin shape, and a recess 63 is formed in the vehicle exterior side end portion of the retainer portion 62. The vehicle exterior mounting base 21 of the vehicle exterior weatherstrip 20 of the door weatherstrip 10 (described later) can be attached to and held in this recess 63.

[0035] The outer periphery of the interior side of the door frame 2 is formed in a stepped manner so that the interior side is lower than the exterior side where the retainer portion 62 is attached, and a groove-shaped door frame retainer portion 2c is formed so that the interior side mounting base portion 31 of the interior side weatherstrip 30 of the door weatherstrip 10 (described later) can be attached. The door frame retainer portion 2c is formed by bending the inner panel 2b of the door frame 2. Therefore, the interior side weatherstrip 30 of the door weatherstrip 10 is attached at a lower position than the exterior side weatherstrip 20.

[0036] As shown in Figure 3(a), the door weatherstrip 10 comprises an exterior weatherstrip 20, an interior weatherstrip 30, and a connecting portion 40 that connects the exterior weatherstrip 20 and the interior weatherstrip 30. The exterior weatherstrip 20 is attached to the exterior side of the door frame 2, i.e., to the retainer portion 62, and seals the tip portion on the exterior side between the vehicle body opening periphery 6 and the door frame 2.

[0037] The exterior weatherstrip 20 of the door weatherstrip 10 is composed of an exterior mounting base 21, a seal lip 22, and a hard portion 70. A core portion 25 is formed in the base portion of the exterior mounting base 21. The bottom surfaces of the interior and exterior side ends of the exterior mounting base 21 abut against the retainer portion 62 of the door molding 60, and the exterior side end is inserted into the recess 63 of the retainer portion 62 of the door molding 60.

[0038] In relation to the claims of the present invention, the "mounting base" in claims 1 and 4 of the claims "...the door weatherstrip comprises a mounting base attached to the door frame or door molding,..." refers to this exterior mounting base 21.

[0039] The seal lip 22 is formed in a lip shape and extends from the vehicle exterior mounting base 21 of the vehicle exterior weatherstripping 20, protruding upward and toward the vehicle exterior. A protrusion 23 is formed at the tip 22a of the seal lip 22, which comes into contact with the vehicle body opening peripheral edge 6 when the door 1 is closed. When the door 1 is closed, the protrusion 23 comes into contact with the vehicle body opening peripheral edge 6 and the seal lip 22 bends, thereby closing the gap between the vehicle body opening peripheral edge 6 and the tip of the door molding 60. Furthermore, the seal lip 22 is lip-shaped, and the seal lip 22 in the region excluding the protrusion 23 and a hard portion 70, which will be described later, is easily bendable, thereby reducing the door closing force.

[0040] The hard portion 70 is formed within the seal lip 22. The hard portion 70 is formed in a lower region of the protrusion 23, that is, extending from the tip portion 22a of the seal lip 22 toward the root portion 22b of the seal lip 22 from the root Z of the protrusion 23. The hard portion 70 is also formed and connected to the core portion 25 of the exterior-side mounting base 21. In FIG. 3 , the hard portion 70 is formed so that the interior side of the vehicle is exposed. However, the hard portion 70 may be formed so as to be embedded within the seal lip 22 or exposed on the exterior side without being exposed on the interior side. From the viewpoint of preventing bending of the protrusion 23 at the root Z on the root side of the seal lip 22, when the hard portion 70 is embedded within the seal lip 22 or when it is exposed on the exterior side, the distance between the hard portion 70 and the root Z of the protrusion 23 is desirably equal to or less than half the thickness of the seal lip 22. Furthermore, the hard portion 70 may be formed at a position separate from the vehicle exterior mounting base 21 without being connected thereto.

[0041] As shown in Figure 3(a), the interior weatherstrip 30 of the door weatherstrip 10 is composed of an interior mounting base 31 and a hollow seal portion 32. The interior mounting base 31 is attached to the door frame retainer portion 2c, and the hollow seal portion 32 elastically contacts a bulge 66 on the interior side of the vehicle body opening peripheral edge 6 to seal between the vehicle body opening peripheral edge 6 and the door frame 2. The interior mounting base 31 is formed in a generally plate shape, and both side edges are fitted into the door frame retainer portion 2c of the door frame 2 to hold the interior weatherstrip 30. A core portion 35 is formed in the center of the interior mounting base 31.

[0042] In the door weatherstrip 10, the core 25 of the exterior mounting base 21, the core 35 of the interior mounting base 31, and the hard portion 70 are made of a hard EPDM (ethylene propylene diene rubber) solid material. The hardness of the solid material is International Rubber Hardness (IRHD) 60 or higher.

[0043] On the other hand, the core 25, the exterior mounting base 21 other than the hard portion 70, the seal lip 22, the protrusion 23, the connecting portion 40, the interior mounting base 31 other than the core 35, and the hollow seal portion 32 are made of a soft EPDM sponge material. The specific gravity of the sponge material is 0.4 or more and 1.0 or less. The provision of the cores 25, 35 increases the rigidity of the exterior mounting base 21 and the interior mounting base 31. Note that the cores 25, 35 do not necessarily have to be formed.

[0044] 4 shows the relationship between the displacement of the seal lip 22 toward the vehicle exterior and the load, with respect to the displacement of the seal lip 22 toward the vehicle exterior and the generation of a reaction force F2 when a force F1 toward the vehicle exterior in the vehicle width direction (toward the vehicle exterior) is generated on the door frame 2 due to the pressure difference between the inside and outside of the vehicle when the vehicle is traveling at high speed. The dashed line shows the case of the door weatherstrip 100 of Patent Document 2.

[0045] As is clear from FIG. 4, in the present invention, the time until the load reaches the maximum value is shortened, and the maximum load value is also large in the present invention.

[0046] The time taken to reach the maximum value is shortened because the seal lip 22 has a hard portion 70 that is harder than the material that constitutes the seal lip 22 and extends from the area below the convex portion 23 toward the base portion 22b of the seal lip 22.This means that when a force F1 is generated on the door frame 2 outward in the vehicle width direction (toward the outside of the vehicle) due to the pressure difference between the inside and outside of the vehicle when the vehicle is traveling at high speed, the hard portion 70 below the convex portion 23 reduces the deflection of the tip portion 22a of the seal lip 22.

[0047] Furthermore, in the present invention, the maximum load value increases and the phenomenon of the load decreasing after reaching the maximum load, as in the conventional case, does not occur because the hard portion 70 is also present in the region below the protrusion 23, so that even if F2 increases, the protrusion 23 does not bend at its base Z (FIG. 11(b)). As a result, F2 can be made equal to F1 or can approach F1 quickly. Therefore, the door frame can be further prevented from being sucked out to the outside of the vehicle.

[0048] Next, a second embodiment of the present invention will be described with reference to Fig. 5. In this second embodiment, the door frame 2 to which the door weatherstrip 10 is attached is of a pressed door type. A pressed door is a door structure in which an outer panel and an inner panel are integrally press-molded.

[0049] When the door is closed, the door weatherstrip 10 is attached between and in contact with the interior surface of the door outer panel 2d and the interior surface of the door inner panel 2e, which are the exterior panels of the vehicle. The upper end of the door inner panel 2e is fixed by hemming to the upper end of the door outer panel 2d, which is disposed further outward than the door inner panel 2e.

[0050] The door weatherstrip 10 includes a mounting base 50, a hollow seal portion 52, and a lip portion 51. The lip portion 51 includes a seal lip 22 that abuts against the vehicle body opening peripheral edge 6, a door outer panel abutment portion 54 that abuts against the door outer panel 2d, and a door inner panel abutment portion 55 that abuts against the door inner panel 2e.

[0051] The mounting base 50 is disposed opposite the door inner panel 2e and has a recess 50a at this opposing position. Protrusions 59 are formed on the interior and exterior ends of the recess 50a, and the protrusions 59 abut against the door inner panel 2e. The mounting base 50 also has holes 58 formed therein, and is fixed by, for example, plastic clips 80 that penetrate the mounting base 50 and the door inner panel 2e and sandwich them together.

[0052] The hollow seal portion 52 extends from the vehicle interior side of the mounting base 50 toward the vehicle body opening periphery 6, and is configured to contact the vehicle body opening periphery 6 when the door is closed to seal the inside and outside of the vehicle. In addition, a first hollow portion 56 and a second hollow portion 57 are formed between the hollow seal portion 52 and the mounting base 50.

[0053] A protrusion 23 that abuts against the vehicle body opening peripheral edge 6 when the door 1 is closed is formed on the tip end 22a of the seal lip 22 on the vehicle body opening peripheral edge 6 side. The hard portion 70 is formed extending from a region below the protrusion 23 toward the base portion 22b side of the seal lip 22. In this embodiment, the hard portion 70 is not formed in a portion where the seal lip 22 is significantly deformed when the door 1 is opened or closed, i.e., in portion C in FIG. 5. Note that in FIG. 5, the hard portion 70 is formed so that the interior side of the vehicle is exposed, but similar to the first embodiment described above, the hard portion 70 may be embedded in the seal lip 22 without being exposed on the interior side, or may be formed so as to be exposed on the exterior side of the vehicle.

[0054] In order to prevent the protrusion 23 from bending at the base Z on the root side of the seal lip 22, when the hard portion 70 is embedded within the seal lip 22 or exposed to the outside of the vehicle, it is desirable that the distance between the hard portion 70 and the base Z of the protrusion 23 be equal to or less than half the thickness of the seal lip 22.

[0055] The seal lip 22 of the lip portion 51 and the lip portion root portion 53 at the root of the door outer panel abutment portion 54 and the door inner panel abutment portion 55 use a hard EPDM (ethylene propylene diene rubber) solid material, similar to the hard portion 70. The hardness of the solid material is International Rubber Hardness (IRHD) 60 or higher.

[0056] On the other hand, a soft EPDM sponge material is used for the mounting base 50, hollow seal portion 52, seal lip 22, door outer panel abutment portion 54, and door inner panel abutment portion 55. The specific gravity of the sponge material is 0.4 to 1.0.

[0057] The hard portion 70 is not formed in the portion (portion C in FIG. 5) where the seal lip 22 deforms significantly when the door 1 is opened or closed. Therefore, the effect of the hard portion 70 is that when a force F1 is generated on the door frame 2 outward in the vehicle width direction (toward the outside of the vehicle) due to the pressure difference between the inside and outside of the vehicle when the vehicle is traveling at high speed, the hard portion 70 below the convex portion 23 reduces the deflection of the tip portion 22a of the seal lip 22, and prevents the convex portion 23 from bending at the base Z on the base side even if F2 increases, thereby preventing the door 1 from becoming difficult to close while maintaining an increase in F2.

[0058] In the second embodiment, the hard portion 70 is not formed in the portion (portion C in FIG. 5) where the seal lip 22 is significantly deformed when the door 1 is opened or closed, but it may be formed to be thin.

[0059] Next, a third embodiment of the present invention will be described with reference to Fig. 6. Fig. 6(a) shows the entire door weatherstrip 10, and Fig. 6(b) is an enlarged view of the X portion in Fig. 6(a). The third embodiment is a modified version of the first embodiment. The same reference numerals are used to denote the parts described in the first embodiment. Note that a description of each part will be omitted.

[0060] In the third embodiment, the hard portion 70 is on the root portion 22b side of the seal lip 22, and is not formed in a portion (portion C in FIG. 6) where the seal lip 22 is significantly deformed when the door 1 is opened or closed. Note that the hard portion 70 may be formed thin in the portion where the seal lip 22 is significantly deformed when the door 1 is opened or closed. The hard portion 70 is formed from the lower region of the convex portion 23 toward the root portion 22b of the seal lip 22 and is exposed toward the vehicle interior side. The thickness increases toward the tip portion 22a of the seal lip 22, and further, below the convex portion 23, the hard portion 70 is formed so as to bulge in a shape similar to the letter D toward the tip portion 22a of the seal lip 22 and toward the vehicle exterior side of the seal lip 22.

[0061] As a result, the amount of deflection of the tip 22a of the seal lip 22 is reduced, preventing the convex portion 23 from bending at its base Z on the root side, and increasing the reaction force F2 in the lower region of the convex portion 23. Therefore, even if the hard portion 70 is not formed in a portion where the seal lip 22 deforms significantly when the door 1 is opened or closed, or is formed thinner than the tip 22a side of the seal lip 22, the reaction force F2 can be made equal to or close to F1 early on.

[0062] In the third embodiment, the hard portion 70 is formed so as to be exposed on the vehicle interior side, but it may also be formed so as to be embedded within the seal lip 22. When the hard portion 70 is formed so as to be embedded, it is desirable that the distance between the hard portion 70 and the base Z of the protrusion 23 be equal to or less than half the thickness of the seal lip 22, from the viewpoint of preventing bending of the protrusion 23 at the base Z on the root side of the seal lip 22.

[0063] Next, a fourth embodiment of the present invention will be described with reference to FIG. 7. FIG. 7(a) shows the entire door weatherstrip 10, and FIG. 7(b) is an enlarged view of the X portion in FIG. 7(a). The door frame 2 used in this fourth embodiment is of the hidden type similar to that of the first embodiment. The same reference numerals are used to denote the parts described in the first embodiment. Note that a description of each part will be omitted.

[0064] 7, in the fourth embodiment, the hard portion 70 is formed in a region that includes the vicinity of the root Z of the root portion 22b of the seal lip 22 of the convex portion 23, crosses the seal lip 22 in the direction of the tip portion 22a of the seal lip 22, and extends from the vehicle interior side to the vehicle exterior side. "The vicinity of the root Z of the root portion 22b of the seal lip 22 of the convex portion 23" means the side of the root 22b to an extent that the convex portion 23 does not bend at the root Z on the root side as F2 increases.

[0065] By forming the hard portion 70 over the entire area from the base portion 22b side of the seal lip 22 toward the tip portion 22a from the protrusion 23, the amount of deflection of the tip portion 22a of the seal lip 22 is extremely small, and the time required for the reaction force F2 to be equal to or approach F1 can be shortened.

[0066] Furthermore, since the protrusion 23 does not bend at its base in response to an increase in F2, the reaction force F2 can be increased to be equal to or close to F1, thereby preventing the door frame 2 from being sucked outward.

[0067] In the fourth embodiment, as shown in FIG. 7, the hard portion 70 is formed over the entire area of ​​the seal lip 22 in the direction of the tip end 22a, but there may be a portion of the tip end 22a of the seal lip 22 where the hard portion 70 is not formed.

[0068] Next, a fifth embodiment of the present invention will be described with reference to Fig. 8. Fig. 8(a) is an overall view of the door weatherstrip 10, and Fig. 8(b) is an enlarged view of the X portion in Fig. 7(a). The fifth embodiment is a modified version of the fourth embodiment. The same reference numerals are used to denote parts that have been described in the first embodiment. Note that a description of each part will be omitted.

[0069] In the above-described fourth embodiment, the hard portion 70 is formed mainly on the tip portion 22a side of the seal lip 22, and therefore there is a concern that the effectiveness of the hard portion 70 may be reduced due to deflection on the root portion 22b side of the seal lip 22 relative to the hard portion 70.

[0070] In the fifth embodiment, the hard portion 70 is formed so as to extend toward the root portion 22b of the seal lip 22. Specifically, the hard portion 70 is formed over the entire area from the root portion 22b side of the seal lip 22 toward the tip portion 22a beyond the protrusion 23 (as in the fourth embodiment), and is also formed so as to be exposed on the vehicle interior side of the seal lip 22. Note that the extended portion may be embedded in the seal lip 22 without being exposed on the vehicle interior side, or may be formed so as to be exposed on the vehicle exterior side. Furthermore, the hard portion 70 may not be formed in a portion (portion C in FIG. 7) where the seal lip 22 is significantly deformed when the door 1 is opened or closed, or may be formed so as to be thin.

[0071] As a result, the hard portion 70 can suppress bending of the base Z of the protrusion 23 and deflection of the seal lip 22, so that the reaction force F2 can be made equal to or close to F1 at an early stage.

[0072] The hard portion 70 of the first, third, fourth and fifth embodiments can also be applied to the hard portion 70 of the second embodiment, and the hard portion 70 of the second embodiment can also be applied to the first, third, fourth and fifth embodiments.

[0073] The present invention is not limited to the above-described embodiment, and various modifications are possible without departing from the object of the present invention.

[0074] For example, in the first embodiment and the third to fifth embodiments described above, the door weatherstrip 10 is formed as a single unit comprising the exterior weatherstrip 20, the interior weatherstrip 30, and the connecting portion 40 connecting the exterior weatherstrip 20 and the interior weatherstrip 30. However, the exterior weatherstrip 20 and the interior weatherstrip 30 may be formed as separate bodies without forming the connecting portion 40 and then attached separately, or the interior weatherstrip 30 may not be formed either, and only the exterior weatherstrip 20 may be formed and attached, as in the second embodiment.

[0075] For example, in the first to fifth embodiments, the door weatherstrip 10 is made of EPDM, but it may be made of an olefin-based thermoplastic elastomer (TPO) or a dynamically crosslinked thermoplastic elastomer (TPV).

[0076] For example, in the first to fifth embodiments described above, the hard portion 70 is formed using a solid EPDM material having an International Rubber Hardness (IRHD) of 60 or more, but it may also be formed using the above-mentioned TPO or TPV, or may be formed using a resin such as PP. [Explanation of symbols]

[0077] 1 door 2 door frames 6. Vehicle body opening periphery 10 Door weatherstrip 11 Top 20 Exterior weather strip 21 Mounting base 22 Seal lip 23 Convex part 60 Door molding 70 Hard part 56 High friction area 60 Door molding

Claims

1. A door weatherstrip that seals between an automobile door and a periphery of a vehicle body opening and is attached to the outer periphery of a door frame of the door, The door weatherstrip includes an attachment base attached to the door frame or door molding; a seal lip that contacts the periphery of the vehicle body opening when the door is closed; a protrusion that abuts against the periphery of the vehicle body opening when the door is closed is formed on the leading end of the seal lip on the periphery side of the vehicle body opening, The door weatherstrip is characterized in that the seal lip has a hard portion that is harder than the material constituting the seal lip, the hard portion extending from the base of the convex portion on the root side of the seal lip to the tip side of the seal lip and toward the root side of the seal lip.

2. 2. The door weatherstrip according to claim 1, wherein the hard portion is not formed in a portion where the seal lip is significantly deformed when the door is opened or closed, or is formed thinner than the tip end side of the seal lip.

3. 3. The door weatherstrip according to claim 1, wherein the hard portion is formed on the tip end side of the seal lip so as to extend toward the tip end of the seal lip and also toward an exterior side of the seal lip.

4. A door weatherstrip that seals between an automobile door and a periphery of a vehicle body opening and is attached to the outer periphery of a door frame of the door, The door weatherstrip includes an attachment base attached to the door frame or door molding; a seal lip that contacts the periphery of the vehicle body opening when the door is closed; a protrusion that abuts against the periphery of the vehicle body opening when the door is closed is formed on the leading end of the seal lip on the periphery side of the vehicle body opening, The seal lip has a hard portion that is harder than the material constituting the seal lip, the hard portion including the protrusion and the vicinity of the base of the protrusion on the root side of the seal lip, the hard portion crossing the seal lip toward the tip end of the seal lip, and the door weatherstrip formed in an area extending from the inside to the outside of the vehicle.

5. The door weatherstrip according to claim 4, wherein the hard portion is formed so as to extend toward the root portion of the seal lip.

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